Transmission-gearing.



B. L. JONES & C. H. ROTH.

TRANSMISSION GBARING.

APPLIOATION FILED JAN. 21, 1913 Patented Dec. 23, 1913.

4 BHEBTS-BHBET 1.

MM/meow L L. :Io nesanal E. L. JONES & G. H. RUTH. TRANSMISSION GEARING.

APPLICATION FILED JAN. 21, 1913.

1,0 2,02 Patented De0.23,1913.'

E. L. Jolwd and um/finesse) M4. W I 1 C. Roth;

Wm gm 1 i I I l W aflmmw E. L. JONES & G. H. ROTH;

TRANSMISSION GEARING.

APPLICATION FILED JAN. 21, 1913.

1,082,;028, Patented Dec.23,1913.

4 BHEETS-SHIIET 3.

E. L. JONES &.C. H. ROTH.

TRANSMISSION HEARING.

APPLICATION rum) JAN. 21, 1913.

Patented Dec. 23, 1913.

4 SHEETS-SHEET 4.

Shoe/M016 .E.L eJOIZeS M62 v ED sans PATEN FFICE.

I EJDW'ARD L. JONES AND CHARLES-H. BOTH, OF CHICAGO, ILLINOIS, ASSIGNORS TO JONES ELECTRIC STARTER COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

TRLNSMISSION-GEARING.

19082923. Specification of Letters Patent. P t t 2 1913 i Application filed January 21, 1913. Serial No. 743,376.

To all whom it may concern Be it known that we, EDWARD L. Jones and CHARLES H. Ro'rrr, citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Transmission-Gearing, of which the following is a specification.

This, invention relates to transmission gearin and has particular reference to a novel orm of such gearing adapted for use in or in connection with, self starters for internal combustion engines,- notably those used in repelling automobiles.

For t e purpose of illustration the 1nvention will be shown and described 1n connection with an electrically operated self starter of the type comprising a motordynamo, transmission gearing between the motor-dynamo and the internal combustion engine to be started and a storage battery which is so arranged that it receives a charging current when the motor-dynamo is driven by' the engine as a dynamo and serves to supply current to the motordynamo when the same is operating as a motor to start the engine. The transmission gearing of starters of this ty e is so constructed and arranged as to re uce the speed of rotation of the motor-dynamo, op

erating as a motor, in transmitting it to the engine to crank the same without efi'ecting a corresponding increase in the speed of rotation of the engine in transmitting it to themotor-dynamo, operating asa dynamo, to charge the storage battery.

Transmission gearings of the character referred to,now in use, have been not wholly satisfactory, particularly on account of their weight, the amount of space they occupy and lack of durability and reliability.

It is the purpose of this invention to provide transmission gearing. to connect two prime movers, such as an internal combustion engine and a motor-dynamo, so that each may, as required, drive the other at different relative rates'of speed, such transmission gearing being compact, light in weight, strong, durable, reliable, inexpensive to manufacture, and automatic in operatlon.

Other objects and advantages of the invention will be apparent during the course of the following description.

In the accompanying drawings forming a part of this specification and in which like 2 ri t angle to the position that it occupies in Fig. 2, Fig. 4c is a perspective view of a clutch mechanism, the different parts thereofbelng separated and shown in proper positions to be assembled. Fig. 5 IS a transverse sectional view taken on line 5-5 of Fig. 2, Fig. 6 is a similar view taken on line 6-6 of Fig. 2, Fig. 7 is a side view, half in sectron, of the planetary gear carrier, Fig. 8 is an inner end view of the same, and Fig. 9 1s a perspective view of one of the centrifugally operated elements which actuate the clutch mechanism.

In the drawings, wherein for the purpose of illustration, we have shown a preferred embodiment of our invention, the numeral 10 designates a forwardly disposed casing, preferably having its lower side flattened exteriorly and provided with laterally extending cars 11, whereby the casing may be securely attached to the frame of an automobile. The casing 10 is provided at its forward end 12 with an outwardly extending hollow boss 13, within which is mounted a ball-bearing structure 14, of any well known or preferred type.

The hollow boss 13 is provided with an opening for th'e passage of .a shaft or stubshaft 15, carrying the ball-bearing structure 14, as shown. The shaft 15 1s suitably geared with a crank-shaft of the explosion engine. ,Rigidlv connected with the inner end of the shaft 15 and preferably formed integral therewith is a cup-shapcd shell 16, which fits within a correspondingly shaped recess 17 formed in one end of a rotatable planetary gear carrier 18. The cup-shaped shell 16 is provided with an outwardly extending annular flange 19, which preferably has screw-threaded engagement with the inner wall of 'the recess 17. 'lhecup-shaped shell 16 is prevented from turning with relation to the planetary gear carrier 18 by means of stub-shafts 20, whlch pass through openings 21 and 21 and Wlll be hereinafter ary gear carrier being shown disposed at referred to. It is thus seen that the cupshaped shell 16 andshaft 15 are rigidly connected with the planetary gear carrier 18.

. ing

The numeral 22 designates an inner gear casing, which is preferably formed at its lower side fiat exteriorly and is provided with laterally extending ears 23 whereby the same may be suitabl connected with the frame of the automo ile. This casing 22 has its forward end or head 23 provided with an inwardly extending hollow boss 24, for receivin a ball-bearing structure 25, which surroun s a hub or tube 25 formed integral with the planetary gear carrier and receivan armature shaft 26.v This armature shaft is preferably directly connected with an armature 27 included in a motor-dynamo of any wellyknown or preferred type. This motor-dynamo is preferably mounted within a casing 28, disposed adgacent the casing 22. The armature shaft 26 is provided at its free end with gear teeth 29, as shown. Instead of forming these gear teeth upon the armature shaft 26 it is obvious that a pinion or gear could be rigidly connected with the armature shaft. The cup-shaped shell 16 is included in a friction clutch mechanism, the same serving to receive a plurality of sets of friction disks 30 and 31. The friction disks 31 are provided at their centers with main central openin 32 for the passage of the armatureshaft 26 and inwardly extending teeth 33 to fit between the ear teeth 29. lit is thus seen that the friction disks 31 are splined upon the end portion of the armature shaft. The friction disks 30 are provided with main central openings 34, through which the free end portion of the armature shaft 26 passes. The armature shaft is free to rotate within the openings 34 of the friction .disks 30. The friction disks 30 are splined at their periphcries to the cup-shaped shell 16, and the same are provided with any suitable number of teeth 35, which fit within grooves or notches 37 formed through the cup-shaped shell .16, as shown. It is stated at this point that when the motor-dynamo 27 is operating as a motor to crank the engine, thearmature shaft 26 is rotating faster than the shaft 15, whereby the two sets of friction disks 30 and 31 will slip. Although these two sets of friction disks are thus capable of slippin when thecnginc is being started or cranke yet they have sullicient. frictional engage merit-to transmit rotationfrom the shaft 15, to the armature shaft 26, with very little if any lost motion upon slairtingthe motordynamo, whenthe same is being driven as a dynamo, and before it is placed under heavy or full load. When the engine speeds up so that the speed of the shaft 15 is increased there is an increase of the load upon the dynamo, with a correspondingly increased strain upon the friction clutch mechanism, whereby such friction clutch mechanism will tend to lose some of the motion transmitted through it from the shaft 15 to nosaoea the armature shaft 26. To overcome this action, plungers or pins 38 are provided, which have their ends engaging with the friction plates, as shown. The outer ends of these plungers 38 are suitably connected with extensions or arms 39, carried by piv-' oted centrifugally operated elements or weights 40. These elements or wei hts are mounted within openings 41 forme in the planetarygear carrier 18 and are pivotally connected with such planetary gear carrier by pins 42, as shown. when the planetary gear carrier is rotated at an increased rate of speed, the elements or weights 40 will swing outwardly or toward the motor-dynamo 27, due to the action of centrifugal force, whereby the plungers orpins 38 will force the frlction disks 30 and 31 into firmer frictional engagement, to practically lock the shafts 15 and 26 together.

The numeral 43 designates diametrically arranged openings disposed between the openings 41, as shown. Botatably mounted within the openings 43' are lanetary gears 44, carried by the stub-shafts 20. .The'

planetary gears 44 extend outwardly beyond the periphery of the rotatable planetary gear carrier 18, as shown. As more clearly shown in- Fig. 6, the planetary gears 44 permanently engage the gear or gear teeth 29, formed upon the armature shaft 26. Disposed between the rotatable planetary gear carrier 18 and the casi-n 10 is "an annular control casing 45, provi ed'at its forward end with an inwardly. extending an- It is obvious that nular flange 46. Disposed inwardly of and spaced fromthe annular flange i6 is a ring 47, which may be rigidly connected with the control casing 45 by any suitable means. Mounted between the annular flange 46 and the ring 47 area suitable number of in wardly swinging pawls 48, mounted upon pins 49, carried by the annular'flange 46 v 110. suitably stiff springs 50 (see Fig. Y

and rin 47. Thepawls 48 are urged .*in'- wardly 5). The pawls' 48 engage a ratchet wheel 51, disposed inwardly ofthe same, as shown. This ratchet wheel is always stationary, the same being fixedly or rigidly connected with the end orhead 12of the casing 10. The end or head 12 hasan inwardly extending annular flange 52, formedijntegral therewith, the: same being screw-threaded tohave screw threaded engagement with the ratchet wheel 151,;as-shown' at 53'. "It is to be understood that any suitable means may be employed to connect the ratchet wheel 51 With the casing 10 or to hold the same againstj'rotation'. Instead of em loying the pawls and ratchet to prevent t e rotation. of the control casing 45, in one direction, any other suitable means may be used, such as a hall clutch of any well known orpreferred. type. The control casing 45 is provided inwardly of the ring 47 with an internal annular gear 54, whichfis rigidly con nected therewith. It is obvious that the con trol casing 45 is free to rotate in one direction but positively locked against rotation in a reverse direction by the pawls 48 and ratchet wheel 51. The planetar gears 44 permanentl engage the interna gear 54, as clearly s own in Fig. 6. a The 0 eration of the a paratus is as follows he armature sha t 26 and the shaft are always rotated clockwise, as indicated by the arrows. The shaft 15 is either directly connected with the crank shaft of the 15 engine or is suitably geared thereto so that it will rotate the crank shaft clockwise. When cranking or starting the engine, current is supplied to the motor-dynamo, which operates as a motor, the armature and armature shaft always rotating clockwise. The armature shaft rotates the gear or gear teeth 29, which causes the planetary gears 44 to rotate upon their axes and also travel around the internal annular gear 54 of the control casing 45. It is obvious that the pawls 48 and ratchet wheel 51 prevent the control casing 45 from rotating counterclockwise or in the direction of the arrow,

as shown in Fig.5 The control casing 45 would be rotated counter-clockwise by the planetary gears 44, if the same were not held against rotation in that direction. The control casing bein tion in a counter-c100 internal annular gear 54 is also held against rotation in that direction. As the annular gear 54 ,cannot rotate the planetary gears 44 are rotated upon their axes, as above stated, and made to travel about the annuture shaft 26, as the gear 29 formed upon as the armature shaft '26 is much smaller than I the internal gear 54. The shaft 15 will accordingly be rotated clockwise at a reduced speed, which rotation is imparted to the crank shaft of the engine to rotate the same.

As above stated, the two shafts 15 and 26 are rotated at different rates of speed. The clutch mechanism including the two sets of friction disks 30 and31 also serve as direct connecting means between these two shafts.

of course used to operate the motor-dynamo speed of the engine increases, the centrifuheld against rotaise direction, the' lar gear 54. It is thus seen that the planetnry gear carrier 18 will be rotated clockf wise at a reduced rate of speed with respect .to the rate of speed of rotation of the armaas. a motor. The crank shaft of the engine always rotates clockwise whereby such rotation is imparted to the shaft 15. The clockwise rotation of the shaft 15 is imgarted to the planetary gear carrier 18, and m y the planetary gears 44, (which do not turn u on their axes) to the control casing 45. his control casing is free to rotate clockwise, as the pawls 48 will at first trip over the teeth of the ratchet wheel 51.

When the engine speeds up, the pawls 48 are swung outwardly by centrifugal force and hence the same will not engage the teeth of the ratchet wheel 51, which does away with any noise which might be caused by so the same engaging the ratchet wheel. The

clutch mechanism including the sets of friction disks 30 and 31 will now serve as direct connecting means between the shaft 15 and the armature shaft 26, the sets of 83 friction disks 30 and 31 not slipping as they have proper frictional engagement to do the work of rotating the armature shaft 26 when the engine is speeding up. As the gal elements or weights 40 are swung outwardly, moving the pins or plungers 38 inwardly, to increase the frictional engagement between the two sets of friction disks 30 and 31, whereby the same will not slip 93 as additional strain is applied to the clutch mechanism. It is thus seen that the armatune shaft 26 will be rotated at the same rate of speed as the shaft 15.

It is to be understood that the form of the 1M invention herewith shown and described is to be taken as a preferred example of the same, and that certain changes inthe shape, size and arrangement of parts may be re sorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having thus described our invention, we claim 1. In transmission gearing of the char- 1 acter described, a rotatable planetary gear carrier, planetary gears rotatably mounted thereon, a. shaft provided with means to rofate the planetary gears upon their axes, a gear having permanent engagement with the planetary gears, means whereby said gear is free to rotate in one direction and positively prevented from rotating in a reverse direction, a second shaft connected with the rotatable planetary gear carrier, 9g and clutch mechanism between the first and second named shafts.

2. In transmission gearing of the character described, a rotatable planetary gear I carrier, planetary gears rotatably mounted 9a thereon, a. shaft provided with a gear to engage the planetary gears for rotating them upon their axes, a control gear engaging the planetary gears, means to positively prevent the rotation of the control gear in one lidtill;

Gilli direction, a second shaft connected withthe planetary gear carrier, friction clutch mechanism between the first and second named shafts, and centrifugally operated means carried by the planetary gear carrier and adapted to operate the friction clutch mechanism.

3. In transmission gearing of the character described, a rotatable planetary gear carrier, planetary gears rotatably mounted therein and extending radially beyond the periphery of the same, a shaft to be connected with an armature and extending into the central portion of the planetary gear carrier, a gear connected with the shaft and engaging the inner sides of the planetary gears, a second shaft connected with the planetary gear carrier, friction clutch mechanism connecting the first and second named shafts, a control casing surrounding the planetary gear carrier, an internal annular gear rigidly connected with the control casing and engaged by the outer sides of the planetary gears, inwardly swinging pawls connected with the control casing, and a stationary ratchet wheel to be engaged by the pawls. I

a. in transmission gearing of the character described, a stationary casing provided with an opening, a ratchet wheel rigidly connected with one end of the casing adjacent the opening,'a rotatable planetary gear carrier mounted within the stationary cas ing, a shaft connected with the planetary gear. carrier and extending through the opening, planetary gears mounted within the planetary gear carrier and extending radially beyond the periphery of the same, a second shaft, a gear disposed within the planetary gear carrier to engage the inner sides of the planetary gears and connected with the second shaft, a rotatable control casing disposed between the planetarygear carrier and the stationary casing, an 1nternal annular gear carried by the control casing and engaging the outer sides of the. planetary gears, pawls pivotally connected with the control casing and extending inwardly to engage the stationary ratchet wheel, friction clutch mechanism serving as additional connecting means between the first and second named shafts, and means to actuate the friction clutch mechanism including a suitable number of weights pivotally mounted within the planetary gear carrier.

5. In transmission igearing of the character described, a sha t, a cup-shaped shell connected therewith, a planetary gear carrier connected with the cup-shaped shell and provided with a central opening, a second shaft extending into the central opening and the opening of. the cup-shaped shell, a plurality of alternate sets of friction dislrs mountedwithin the cup-shaped noeaoee shell, one set being splined to the cup-shaped shell and the other set being splined to the second named shaft, a gear carried by the second named shaft near the friction disks, planetary gears connected with the planetary gear carrier and having their inner sides engaging said gear, an annular gear surrounding the planetary gear carrier and engaging the planetary gears, and pawl and ratchet mechanism to positively prevent the annular gear from rotating in one direction and allowing the same to rotate freely in the opposite direction. 7

6. In transmission gearing of the character described, a plurality of shafts, friction clutch mechanism forming connecting means between the same, centrifugally operated means to actuate the clutch mechanism, and speed reducing gearing between the shafts including planetary gears.

7. In transmission gearing of the character described, a rotatable planetary gear car rier, a planetary gear connected with the planetary gearcarrier to rotate therewith and upon its axis with relation thereto, means whereby upon the rotation of the planetary gear carrier in one direction the planetary gear willbe rotated upon its axis and upon the rotation of the planetary gear carrier in the opposite direction the planetary gear will rotate therewith without turning upon its axis, a shaft provided with means for rotating the planetary gear upon its axis, a second shaft connected with the planetary gear carrier, and separate connecting means between the firstv and second named shafts.

8. ln transmission. gearing of the character described, a stationary casing having one end closed by a head provided with a hollow boss, a rotatable planetary gear carrier having a tubular hub formed upon one end Mill Hill

to be held thereby, a' second ball-bearing 7 structure mounted upon the tubular hub, a head to close the opposite end of the sta-' tionarycasing and provided with a hollow boss to receive and properly hold the second named, ballbearing structure, planetary gears connected with the planetary gear carrier, a shaft extending into the tubular hub and provided with gear teeth which engage the planetary gears, clutch mechanism between the first and second named shafts, an annular gear engaging the planetary gears,

and means to prevent the rotation of the annular gear in one direction.

9. In transmission gearing of the character described, the combination with a plurality of shafts arranged in coiiperative relation, of clutch mechanism adapted to connect the shafts a rotatable planetary gear carrier disposed near the shafts, speed reducing gearing between the shafts including planetary gears connected with the planetary gear carrier, centriitugally operated means carried by the planetary gear carrier and adapted to operate the clutch mechanism whereby the same will positively lock the shafts together, and means connecting one shaft with the planetary gear carrier.

10. In transmission gearing of the character described, the combination with a lurality cf shafts arranged in end to end re ation, of a multiple disk clutch mechanism connecting the adjacent ends of the shafts, a rotatable planetary gear carrier surroundin the multiple disk clutch mechanism, spee reducing gearingbetween the shafts including planetary gears mounted upon the planetmy gear carrier, centrit'ugally operated means mounted upon the planetary wear carrier and adapted to operate the multiple disk clutch mechanism whereby the same will lock the shafts together, and means connect ing one shaft with the planetary gear car- 11. In transmission gearing of the charac ter described, the combination with a plurality of shafts arranged in coiiperative rela tion, a lanetary gear carrier disposed near the she ts and connected with one of them,

connecting means between the shafts, centrifugally operated means mounted upon the a planetary gear carrier and adapted to op crate the connecting means, and speed reducing gearing between the shafts including planetary gears mounted upon the planetary rotation therewith, clutch mechanism disposed between the shafts for connecting them, centrifugally 0 erated means mounted upon the housing an ada ted to operate the clutch mechanism where y the same will lock the shafts together, and speed reducing gearing connecting the shafts.

13. In transmission caring of the character described, the com ination with a rotatable planetary gear carrier, of planetary gears rotatably mounted thereon, a shaft, means connected with the shaft and engaging the planetary gears, a gear having permanent engagement with the lanetary gears, means whereby said gear is ac to rotate in one direction and positively prevented from rotating in an opposite direction a second shaft connected with the rotatable planetary gear carrier, and independent connecting means between the first and second named shafts.

14. In transmission ,earing of the character described, the com ination with a rota table planetary gear carrier, of planetary gears rotatably mounted thereon a shaft, means carried by said shaft and"meshing with the planetar gearaan annular gear surrounding the p anetary gears and manently engaging the same, a relative y stationary e ement, clutch means between the annular gear and the relatively stationa element, and a second shaft connected wit the planetary gear carrier, and clutch means between the first and second named shafts,

In testimony whereof wghafiix our signatures in presence of two wi esses.

EDWARD L. JONES. CHARLES H. ROTH. Witnesses:

HmAm War-man, HARRY Homswonm. 

